Power transmitting mechanism



1950 E. R. BURTNETT 2,519,022

POWER TRANSMITTING mzcmmxsu Filed April 10, 1944 7 Sheets-Sheet 1 Aug. 15 1950 E. R. BURTNETT POWER TRANSMITTING MECHANISM Filed April 10, 1944 7 Sheets-Sheet Aug. 15, 1950 E. R. BURTNETT POWER TRANSMITTING MECHANISM 'T Sheets-Sheet 3 Filed April 10, 1944 1950 E. R. BURTNETT 2,519,022

POWER TRANSMITTING MECHANISM Filed April 10, 1944 7 Sheets-Sheet 4 Aug. 15, 1950 E. R. BURTNETT POWER mmsurrrmc nmcnmsu g- 15, 1950 E. R. BURTNETT 2,519,022

' POWER TRANSMITTING Filed April 10, 1944 l 7 Sheets-Sheet 6 Aug. 15, 1950 E. R.BURTNETT ,5

POWER musurr'rmsmcnmm Filed April 10, 1944 7 Sheets-Sheet '7 gwd 754 Patented Aug. 15, 1950 POWER TRANSMITTING MECHANISM Everett R. Burtnett, Chicago, Ill., assignor, 1.

direct and mesne assignments, to Borg-Warner Corporation, Chicago, 111., a corporation of Illinois Application April 10, 1944, Serial N0. 530,309

26 Claims.

My invention relates to power transmitting mechanism and more particularly to a variable speed transmission especially adapted for automobiles and similar vehicles but capable of other uses.

The provision of a transmission of the character briefly outlined above being the principal object of the invention, another object of the invention is to provide a fluid coupling and epicyclic gearing drive mechanism with which the infinitely variable rate multiplying the torque performance of a hydraulic torque converter is secured in a differential gear unit under control of a fluid coupling unit, with advantages in that maximum rate multiplication of the torque of any ratio of torque throttle is secured in the gear for starting the load from standstill, and with the further advantage of the lower cost and more easily manufactured straight vane turbine wheel structure as compared with the forms of vanes necessary to provide a fluid torque converter.

Another object of the invention is to provide a fluid coupling and epicyclic gearing drive mechanism in which the epicyclic gearing is constituted and arranged so as to infinitely vary the rate of multiplication of the torque input thereto for driving an output shaft as a segmental second driven runner of a turbine wheel assembly, and providing for a single circuit of the working fluid circulated by one pump turbine wheel segment,

gradually receiving an increasing portion of the torque hydraulically delivered to the primary driven runner segment from the pump wheel by virtue of the fluid discharged from the primary driven runner impinging the vanes or blades of the second driven segmental runner, with advantages in simplicity and in eiflcient fully automatic hydraulic control over infinitely variable driving speed and rate multiplication of the torque in a gear unit.

Another object of the invention is to provide a fluid turbine and epicyclic gearing drive mechanism in which series-parallel division of the input torque by an hydraulic drive coupling effect of the turbine unit and divided'torque recombining effect in the epicyclic gearing combine to secure infinitely variable rate multiplication of the torque in the epicyclic gearing driving an output shaft, between two gear ratios.

Another object of the invention is to provide a fluid turbine and epicyclic gearing drive mechanism in which a second working fluid circuit of a turbine wheel assembly arranged in series-parallel coupling with a first working fluid circuit of another turbine wheel assembly is adapted to series-parallel divide the torque of a common input torque driving member, and for the epicyclic gearing to infinitely vary the rate multiplying the torque in response to the variations with respect to the ratio of the input torque delivered by the second working fluid circuit and while the epicyclic gearing eifects recombination of the torque divided between the series-parallel first and second working fluid circuits before delivery to an output shaft, with advantages in higher efilciencies of fluid turbines controlling variable speed and torque ratio in gearing adapted to propel the load.

In carrying out the principles of the invention, briefly, the same contemplates the provision 01 a transmission including three inter-dependent planetary gear sets, each including a sun gear, a ring gear, planet gears, and a planet carrier for the latter. The sun gear of two of the planetary gear sets is capable of being connected to the driving shaft associated with the transmission by fluid coupling means and the third sun gear is directly connected to the driving shaft. A fourth planetary gear set is employed in the transmission and is provided for the purpose of obtaining reverse drive. Means are provided whereby the sun gears of each planetary gear set may selectively be braked to cause the same to become a reaction member of its respective transmission, and one 01' the planetary gear sets has associated therewith a clutch which may be employed to look all of the elements of the gear set together to establish a direct drive. By selective energization of the various braking means and of the clutching means, a multiple number of forward speed drives and a reverse drive may be obtained. By virtue of the fluid coupling associated with two of the planetary gear sets, an infinitely variable speed ratio may be obtained between low and second speed gear ratios. Also by this arrangement, definite step ratio speed changes may take place between second and third gear ratios and between third and fourth gear ratios.

Another object of my invention is to provide a new and improved transmission in which a range of speed ratios is substituted for the usual flxed speed ratio.

Another object of my invention is to provide a new and improved multiple speed transmission in which there is infinite variation of torque multiplication in the lower speeds.

Another object of my invention is to provide a new and improved transmission having three forward speeds and a reverse speed.

Another object of my invention is to provide a new and improved transmission having four forward speeds and a reverse speed.

Another object of my invention is to provide a new and improved variable speed transmission having five forward speeds and a reverse speed.

Another object of my invention is to provide a new and improved transmission which can be operated to provide either a sequence of four forward speeds or a sequence of flve forward speeds.

Another object of my invention is to provide a transmission having a new, and improved arrangement of epicyclic gear trains and fluid coupling.

Another object of my invention is to provide a transmission having a new and improved arrangement of epicyclic gear trains and fluid couplinss.

Another object of my invention is to provide a transmission having a new and improved arrangement of a multiple runner fluid coupling, torque multiplying gear trains driven thereby, and clutch and brake controls therefor.

Another object of my invention is to provide a new and improved transmission having a novel arrangement of torque multiplying gear trains, fluid couplings and one way clutches.

Another object of my invention is to provide a new and improved transmission having a novel automatic drive for a fluid pressure control mechanism.

Another object of my invention is to provide a new and improved transmission having a plurality of paths and sub-paths for the simultaneous and parallel flow of torque between an input shaft and an output or load shaft.

Another object of my invention is to provide a drive transmitting mechanism having new and improved sub-assemblies of epicyclic gear trains.

Another object of my invention is to provide a drive transmitting mechanism having a plurality of interrelated epicyclic gear trains and having novel mechanism for changing from a forward speed to reverse speed.

Another object of my invention is to provide a new and improved speed responsive drive for a fluid pump.

Other objects and advantages will become apparent as the description proceeds.

In the drawings:

Fig. 1 is a vertical sectional view through a preferred embodiment of my invention. This embodiment provides a sequence of four forward speeds and reverse.

Fig. 2 is an enlarged transverse sectional view of the embodiment of Fig. 1. Fig. 2 is divided into four parts, designated A,-B, C and D. These parts of Fig. 2 are taken in the planes of the lines 2A, 2B, 2C and 2D, respectively, on Fig. 1.

Fig, 3 is an enlarged fragmentary transverse sectional view taken on the line 3-4 of Fig. 1. This view illustrates an epicyclic gear train and the application thereto of a brake band for preventing rotation of the ring gear of the epicyclic train. This band is normally held in engagement by a spring and is released by fluid pressure.

Fig. 4 is a fragmentary sectional view taken on the lines 4-4 of Figs. 1 and and illustrates the application of a brake band to the ring gear of an epicyclic train, wherein the band is normally held in engaging position by spring means and is released by fluid pressure.

Fig. 5 is a fragmentary sectional view taken on thelinesl-lofl'igs, 1,10and11andillustrates an arrangement for applying a brake band to the internal gear of an epicyclic train through fluid pressure, wherein resilient means normally holds the brake band in released position.

Fig. 6 is a fragmentary sectional view taken on the line H of Fig. l and shows the one way clutch through which the impeller and input shaft attached thereto may be positively driven from one of the transmission shafts.

Fig. 7 is a' fragmentary sectional view taken on the line l-'| of Fig. 2 and 'I'I of Fig. 10 and shows another form of one way clutch used in a different part of the transmission.

Fig, 8 is a fragmentary sectional view taken on the lines 0-! of Fig. 1 and Fig. 10 and shows a pawl for engaging the internal gear of the reverse epicyclic gear train.

Fig. 9 is a fragmentary horizontal sectional view taken on the lines 9-! of Figs. 1, 10 and 11, showing the manner in which the fixed ends of the brake bands are pivotally anchored.

Fig. 10 is a vertical sectional view through another embodiment of my invention adapted to provide an optional sequence of either four or live forward speeds and reverse.

Fig. 11 is a vertical sectional view through a still further embodiment of my invention adapted to provide a sequence of three forward speeds and reverse.

Fig. 12 is a transverse sectional view taken on the line i2-l2 of Fig. 11 and showing a novel arrangement of one way clutch directly connectin: the output member of the slow speed ratio epicyclic gear train to the output member of a higher speed ratio epicyclic gear train.

Fig. 13 is a transverse sectional view taken on the line lI--|l of Fig. 11 and shows a one way clutch between a brake drum attached to the internal gear of an epicyclic gear train and a pawl reaction annulus. In this figure the selector pawl which engages the reaction annulus is shown partly in section and partly in elevation.

Fig, 14 is a fragmentary sectional view taken on the line ||--l4 of Fig. 11 and shows the forward, neutral and reverse drive selector pawl and associated mechanism.

Fig. 15 is an enlarged fragmentary sectional view through the fluid pump and speed responsive automatic clutch through which this pump is driven.

Fig. 16 is a diagrammatic vertical sectional view of another embodiment of my invention;

and

Fig. l"! is a diagrammatic sectional view through a modifled form of the invention shown in Fig. 16 and wherein an additional control is provided.

Referring now to Fig. 1, the drive shaft II is the primary input member and can be connected with a suitable source of power, such as an engine (not shown). The load or driven shaft 2! is the output member and can be connected with a device to be driven, such as road wheels of a motor vehicle (not shown). An innermost or first sun pinion driving shaft 22, forming one of a plurality of concentric intermediate shafts, is arranged between and in axial alignment with the input shaft I. and the output shaft 20 and projects into the inner race of a ball bearing 24, the outer race of which in turn is mounted in a complementally recessed portion of the input shaft ll. Similarly, the rear end of the shaft 2! projects into a complementally recessed portion of the output shaft I 20 and is carried by a plain bearing bushing 20 mounted therein.

Reverse drive and alternately a sequence of four forward speed drives are obtained through a fluid turbine drive coupling system and a plurality of epicyclic gear trains. The latter have relatively independently rotatable primary driving gear elements, as well as relatively rotatable secondary driving gear elements. These gear trains are compounded for torque multiplying gear function in such a manner that the total torque is divided between a plurality of epicyclic gear trains and recombined before delivery to the output shaft 20. The assembly for accomplishing this is supported in a casing 20.

bular shaft 00. The shaft is rotatable independently of the shafts 00 and 22 between which it is located. Cam lobes .00 (Fig. 0) are formed on the hub 02 and operate when this hub is rotated in one direction to wedge the clutch roller memhere 04 into clutch holding engagement in the The fluid coupling system can be either a plurality of impellers and runners arranged to yield a plurality of full hydraulic circuits asshown in Figs. 16 and 1'7 or a single hydraulic circuit in combination with a segmental runner construction as shown in Figs. 1, 10 and 11. In either form the parts are arranged to provide a first effectual fluid drive couple adapted for individuall driving a low-speed, high rate, torque multiplying portion of the compounded epicyclic gear trains, and, sequentially and accumulatively, a second fluid drive couple adapted for individually and supplementively driving an additional portion of the plurality of compounded epicyclic gear trains thereby to establish higher-speed, lower rate multiplying the torque gear drive ratio for rotating the output shaft 20.

Accordingly, in Fig. l the fluid turbine coupling system 29 consists of an impeller member 00 for circulating a fluid'in the fluid coupling and fixed to the input shaft I0 through the medium of a flywheel shell assembly II housing the fluid coupling system and comprising a disk 02 secured to the input shaft III by bolts 04 and a cover portion 36 secured to the disk 02 by bolts 00. The cover portion in turn carries the impeller member 00 rotatable therewith and in a sealed relation so as to prevent leakage of the fluid from within the fly-wheel assembly. The fluid coupling further includes relatively rotatable primary and secondary runners 40 and 42, respectively, adapted to be driven by the circulated fluid, the primary runner representing a first portion of the full lever arm value of the hydraulic circuit, while the secondary runner represents a second portion of the full lever arm value of the hydraulic circuit. The secondary runner is so disposed as to receive the fluid discharged from the primary runner and to discharge the fluid therefrom for return to the impeller.

The structure comprising impeller 00 and cover 36 has a hub portion 44 welded thereto as indicated at 40 and this hub is internally splined at 40 to mesh with an externally splined annulus 00 of a one-way clutch 02 the roller clutch members 54 of which engage the annulus 00. The hub 44 is also internally splined at 04 to receive a correspondingly, externally splined end of the outer tubular shaft 56 which is thus connected as an extension of the primary input shaft I0. A hub 58 is fixed to the primary runner 40 by rivets I0 and is internally splined at 00 to receive a correspondingly externally splined end of the innermost shaft 22 of the assembly of concentric intermediate shafts.

A hub 62 is flxed to the secondary runner 42 b rivets 63 and is internally splined at 04 to receive an externally splined end of a second intermediate shaft 00 which extends through the tuannulus 00. This constitutes a one-way clutch for locking the secondary runner and the tubular intermediate shaft assembly 42- to rotate the impeller and input shaft assembly 00-" whenever the shaft 00 tends to rotate faster in a forward speed drive direction than the impeller 00 and the primary input shaft I0.

A bearing I0 will operate to transmit to hub 00 of the primary runner any leftward end thrust of the secondary runner, and the pilot bearing 24 in turn .will operate to transmit that end thrust. plus any additional leftward end thrust of the primary runner 40 to the primary input shaft I0. Leftward end thrust of the fluid on runners 00 and 42 is balanced by rightward end thrust on impeller 00 which is connected to input shaft I0 through assembly 0i, whereby opposing end thrusts cancel each other. 7

An oil seal unit 12 has a sealing element which flexibly engages a periphery on the hub 44. This seal is mounted in a recessed portion of a hub I4 of an end wall I0 secured in ainy suitable manner in a cylindrical portion I0 of a bell housing 00 which in turn is detachably secured to the casing 20. The seal I2 operates to prevent leakage of fluid along the shaft 06. The casing 20 is constructed in two end parts 02 and 04, the front part including an integral end wall portion 08 mounting a combined fluid pressure transfer and plain bearing arrangement 00 and the rear part including an integral end wall portion 00 mounting a rear main bearing 82 within which the output, driven, or load shaft 20 is Journaled.

Third forward speed drive is obtained through a trio of compounded epicyclic or planetary gear trains each having an independently rotatable sun gear. Shaft 22 has the integral form of a flrst sun gear or rotatable element 94 as the primary driving gear element for the rear gear train, shaft 00 has the integral form of a second sun gear or rotatable element 00 as the primary driving gear element of the forward gear train, and shaft 00 has the integral form of a third sun gear or rotatable element 00 as the primary driving gear element of the intermediately positioned one of this trio of gear trains. Planet pinions I00 of the rear gear train mesh with sun gear 04, planet pinions I02 of the forward gear train mesh with the sun gear 00, and planet pinions I04 of the intermediate gear train mesh with the sun gear 90. Internal gear I05 is fixed to the concentric inner race I00 of a one-way clutch unit I I0 (Fig. "I) and meshes with the planet pinions I00, rin gear or rotatable element II2 meshes with the planet pinions I02 and has a forwardly extending drum portion H4, and ring gear or rotatable element I I0 meshes with planet pinions I04 and of itself forms a drum surface A drum I20 is fixed to the internally camm'ed annulus I22 of the one-way clutch H0. and clutch roller members I24 of the latter are adapted, by an engaging tendency on the part of the inner race I00 concentric therewith, to rotate in one direction corresponding with a tendency on the part of th ring gear I00 to rotate backwards, i. e., retrograde with respect to forward speed rotation on the part of sun gear 04. to wedgingly engage the internal cam In the annulus I22.- Rotation of the drum I20 is controlled by a contractible brake band I26, which through the medium of the one-way clutch IIO wfll in turn prevent rotation of the ring gear I06 backwards. Rotation of ring gear H6 and integral drum H8 is controlled by brake band I28, and rotation of ring gear H2 and integral drum 4 is controlled by brake band I30.

The pinions I are mounted to rotate on pins I82 supported on a carrier I84, which can be a flanged forward end of the output shaft 20, while pinions I04 are mounted to rotate on pins I86 supported by a carrier I38, and pinions I02 are mounted to rotate on pins I40 supported by a carrier I42. The gear trains are compounded by fixing the carrier I42 to ring gear I I6 through means of a splined connection I44, and by fixing the carrier I38 to ring gear I06 through means of a splined connection I46. A central wall I48 is fitted between the two parts 82 and 84 of the casing 28 and supports a plain bearing I50 within which a sleeve-shaped hub portion I52, of a flange I54, is journaled, while the flange portion I54 is fixed to the ring ear I06 through means of a splined connection I56, and the sleeve portion I52 is fixed to the inner race I08 of the one-way clutch IIO through a splined connection I58.

The one-way connection eifected by the clutch unit IIO serves to complete the reaction connections for the ring gear I06 when the brake band I26 is applied, while at the same time this clutch permits the ring gear I 06 to overrun in a forward speed direction, eliminating the necessity to release the brake band I26 to facilitate the ring gear I06 being rotated by drive established through either the intermediate gear train or a combination of the intermediate and the forward gear trains, respectively, for second and third speeds. The brake band I26 can be actuated to release to render the rear gear train no-drive for establishing the drive system in neutral.

The drum II4 serves as a housing for a clutch to connect two of the rotatable elements together and such housing includes the internally splined drum I I4 and an end plate I60 fixed to the drum II4 through a splined connection I62, including a series of cylinders I64 bored therein and having a hub portion I66 journaled in the bearing 88 and drilled at I68 to communicate fluid pressure to the different cylinders I64. A peripherally splined hub I10 is fixed to the tubular shaft 56, forming an extension of the input shaft I8 through a splined connection I12. Clutch plates I14 alternately engage the internal splines in the drum I I 4 and the external splines on the hub I10. A pressure or engaging clutch plate I16 is axially slidable relative to but rotatable with the drum II4 through a splined connection I18. A bot tom pressure clutch plate I80 is fixed to the drum I I4 through a splined connection I82. Retractor springs I84, each contained in a cup I86, which are mounted in the end plate I60, are compressed between a washer I88, which is secured by a pin I80 to the end of a bolt I82, which in turn is threaded into an aperture provided therefor in the presser plate I16, and the end plate I60, thusly providing that the springs I84 will urge th pressure clutch plate I16 forwardly so that this clutch is normally actuated into a disengaged condition. Pistons I84 are fitted within the cylinders I64 and respectively abut the presser plate I16, so that upon the induction of fluid pressure between the heads of the cylinders and the pistons the latter will be actuated to the right and thus overrule the influence of the 8 springs I84 and actuate the presser plate I18 to the right accomplishing actuation of this clutch into an engaged condition.

When the clutch plates I14 are engaged they will transmit a portion of the torque of the input shaft I8 in circumvention of the fluid coupling system directly to the ring gear or rotatable element II2, while a second portion of the torque of the input shaft I8 will be delivered also in circumvention of the fluid coupling system directly to the sun gear or rotatable element 86, and while a third portion of the torque of the input shaft I8 will be delivered through the primary fluid drive couple effectual between the impeller and the primary runner 40, and while a subdivided portion of the third portion of the input torque will be delivered through the secondary fluid drive couple effectual between the primary runner 40 and the secondary runner 42 and thence through shaft 66 to sun gear or rotatable element 88, leaving the other sub-divided portion of the third portion of the torque of shaft I8 for delivery through shaft 22 to sun gear or rotatable element 84.

Fluid under pressure can pass through conduit I86 in the casing to an annular passage I88, thence through radial passages 200, reach first an annular space 202, and thence through the drilled holes I68 reach the cylinders I64 for actuating pistons I84 to press the presser plate I16 in clutch engaging direction.

Reverse drive is obtained through a fourth or auxiliary epicyclic gear train compounded with the rear gear train of the trio of compounded gear trains which serve the forward speeds drive. A sun pinion driving gear 204 is formed integral of the sleeve portion I52 which through the flange portion I64 and through the latters splined connection I56 renders the sun pinion gear 204 rotatable with the ring gear I06. The sun gear 204 has planet pinions 206 meshing therewith and these pinions are mounted to rotate on pins 208 supported by a carrier 2I0 which is fixed to the load shaft 20 through a splined connection 2I I. The pinions 206 mesh with ring gear 2I2 which is rotatably mounted relative to shaft 20 and is provided with external teeth 2 adapted to be engaged by pawl 2I6 (Fig. 8) for locking the ring gear 2I2 to the casing 28.

The brake bands can be operated by similar mechanisms responsive to fluid pressure controlled by suitable valving controlled to operate as desired. The fluid pressure can be provided by a pump consisting of gears-M8 and 220 contained in the end wall portion 16 in the casing and such pump can be utilized also for providing fluid pressure for effecting engagement of the clutch plates I14, as well as for maintaining pressure in the fluid coupling system. Further a second pump (not shown) for providing fluid pressure for ratio actuation either for effecting engagement of the clutch plates I14 or for actuating certain of the brake bands, or both, can be provided and connected to be responsive to the output shaft 20, if desired. Gear 2I8 is keyed to shaft 56 which is rotatable with the power or primary input shaft I8. Suitable fluid passages in the casing lead from the pump to cylinders 222, 224 and 226 in the casing and in such cylinders are arranged pistons as indicated by numeral 228 (Figures 4 and 5), connected to and operable to actuate the three brake bands which are anchored inthe casing as indicated at 280. In the cylinder 222 (Fig. 5) for the forward brake band I88 a shown urging the piston to the right whereby the associate drum II4. Accordingly the fluid pressuremay be controlled to reach the cylinder 222 through conduit 234 for actuating this piston to the left, with resultant clamping by the brake band I30 of the drum II4, when in the sequence of the forward speeds itis desired for the forward gear train to join the gear drive function of the other two gear trains of the forward speeds serv-' ing trio, for establishing the third speed sub-gear ratio.

In the cylinder 226 (Figs. 1 and 4) associated with the primary ratio brake band I26, a spring means 236 is arranged as shown normally to urge the piston 228 to the left and operate the brake band into clamping engagement with the drum I20. This affords that any suitable means for controlling distribution of fluidv pressure alternately between the different brake cylinders and clutch cylinders, while adjusted for the power transmitting mechanism to be established in gear for initiation of the forward drive speeds sequence, will flnd the epicyclic gear train, of which the sun gear 94 is fixed to rotate with the primary runner 40, to be established in reactance abutment through the medium of the one-way coupling III) and the applied brake band I26, and ready singularly to yield the highest rate multiplication primary torque ratio for initiating the output shaft in rotation. whereupon, the engine and with it the driving member consisting of the input shaft I8 and impeller 30 being accelerated sufficiently above the idling speed range to obtain in fluid drive transmission an appreciable torque value delivery from the impeller 30 to the primary runner 40, may complete the drive between the input and the output shafts. y

In the cylinder 224 (Figs. 1 and 4), for the second speed and torque range brake band I26, a spring means 236 is arranged as shown normally to urge the piston to the left and operate the brake band into clamping engagement with the drum H8. This affords that the referred to suitable means for controlling distribution of the ratio actuation fluid pressure media may, while adjusted for the power transmitting mechanism to be established aforesaid in gear for initiation of the forward drive speeds sequence, find the epicyclic gear train, of which the sun gear 96 is fixed to rotate with the secondary runner 42,-to be established also in reactance abutment and ready to join and thereby increase the output speed of the output shaft driving one of the forward speeds trio of epicyclic gear trains, upon a suflicient torque value transfer taking place in fluid drive transmission from the primary runner 40 to the secondary runner 42. It will be seen that a gradually increasing value of fluid drive transmitted torque from the primary runner 44 to the secondary runner 42, thus tending to gradually bring the secondary runner 42 and the sun 98 integral therewith up to the speed of the primary runner 40 and the sun gear 64 integral therewith, will be manifest in infinitely increasing the driving speed ratio output at the carrier I34 and integral output shaft therewith relative to the speed of the primary runner 44 and sun gear 94 integral therewith. Accordingly, the change from the first or primary drivin speed gear ratio to a fully established second speed gear ratio may be transitional, i.e., infinitely variable. It will be seen further that progressively the transition from the full primary speed gear ratio to the full second speed gear ratio will be marked l0 by a gradually increasing value apportionment of the torque. manifest in the fluid circuit passing through the primary runner 40, becoming fluid drive imparted to the secondary runner 42, and which would be consistent With-the speed of the ring gear I06 increasing relative to the speed of the sun gear 94 and therefore an increasing ratio driving assumptionon the part of the ring gear I06 and the asssociate secondary runner 42 of the torque load manifest in the output shaft 20. The fluid coupling effect between the impeller 30 and the primary runner 46, however, may continue under the requirement to deliver the full engine torque. I

sequentially an adaptation in the referred to suitable means for controlling distribution of the ratio actuation fluid pressure media may be, upon being shifted out of the position for establishing the aforesaid gear for initiation of the forward drive speeds sequence, and into a position in which to establish the third speed, to simultaneously supply fluid pressure to the cylinders 224 and 226, thereby to overrule the spring means 236 (Fig. 4) therein and thereover secure substantially simultaneous release of the brake bands I I8 and I26. At substantially the same instant, but preferably with a degree of actuating efl'ectual delay, a further adaptation of the referred to suitable means for controlling distribution of the ratio actuation fluid pressure media can be to supply fluid pressure to the cylinder 222 whereby to overrule the spring means 232 (Fig. 5) therein and thereover energize clamping by the brake band I" of drum II4, thereby to establish reactance abutment for the forward gear train of the'forward speeds trio of epicyclic gear trains to gear drive augment and in consequenceijincrease the output speed of thus established differential gear function in the intermediately positioned epicyclic gear train, and almto augment and in consequence still further to increase the output speed of the thus continued differential gear function in the output shaft driving third epicyclic gear train. By virtue of the sun gear 66 being fixed to the input shaft andimpeller integral therewith, the overall result from this shift with respect to selective positions in which establishment of base reaction for gear function in the compounded trio of epicyclic gear trains may prevail, will be step change in the drive from second gear ratio, which may require delivery of the full engine torque through the fluid drive system to third speed lower rate torque multiplication gear ratio, which will split the input shaft torque for only an apportionment to be delivered through the fluid drive system as a whole. Accordingly, it will be seen that in third speed low rate torque multiplication ratio the fluid drive coupling between the primary runner and the secondary runner 42 may be required to transmit only a subdivision of a primary split apportionment of the input shaft torque.

So that subsequently all of the elements of the trio of forward speeds serving gear trains may be coupled for substantially unitary rotation for direct drive fourth speed, the fluid pressure may be controlled to evacuate from the cylinder 222 (Figs. 1 and 5), allowingthe spring 232 to move retractively the piston in this cylinder to the right and thereby release the brake band I80 from the drum I I4, and substantially simultaneously reach the cylinders I64 to actuate the pistons I94 to in turn actuate the presser plate I16 to bring the clutch plates I14 into engagement. The arrangement when in direct drive fourth speed provides,

in eflect, that delivery of the torque of the input shaft II will be apportioned substantially as in the third speed sub-gear ratio drive, except that the engaged condition of the clutch plates I14 will add the rotation of ring gear I I2 to the drive and in effect step up the speed of the carrier I42 to an extent that this member will assume a greater portion of the load torque resistance in the load shaft 30 and in turn promote the delivery of an increased portion of the torque of the input shaft I directly to the forward gear train via the shaft 66, and thus reduce the portion of the torque for delivery through the fluid coupling system as a whole, 1. e., with respect to the fluid couple connecting impeller 30 and primary runner 40 and the secondary fluid couple connecting primary runner 40 and secondary runner 42.

In neutral When brakes I26, I28 and I30 are released, the clutch plates I" are disengaged and the pawl 2 I6 (Fig. 8) is disengaged from the ring gear 2 I 2, the drive mechanism will be in neutral and no drive will be transmitted to the load shaft. In all forward speeds the pawl 2I6 is disengaged from the ring gear 2I2 so that the reverse auxiliary gear train at the extreme rear, or right, will idle.

Forward speed sequence To place the drive mechanism in starting forward speed relation, brakes I26 and I28 are applied, brake I30 is released and clutch plates I14 are released. In this condition of the drive mechanism there will still be no appreciable torque value transmitted through the fluid coupling system to initiate drive to the load shaft until the operator accelerates the prime mover above idling speed range.

First speed-The drive will pass through the operating fluid connection from impeller 30 to primary runner 40 to rotate sun gear or rotatable element 94, and ring gear I06 prevented from rotatin retrograde by one-way clutch I I0 and brake I26, will cause pinions I00 to track forward rotatively around within the ring gear I06 and carry the carrier I34 and load shaft 20 therewith at, for example, 3.333 to 1 ratio, respectively, of the sun gear 94 to the carrier I34. Thus the primary fluid drive couple between impeller 30 and primary runner 40 has the feature of transmitting substantially the full prime mover torque in flrst speed.

Second speed-Assuming each of the trio of gear trains adapted to serve the forward speeds to approximate individually 3.333 to 1 reduction ratio of respective sun gear to respective carrier, when operating with their respective ring gear held stationary, when the torque transmitted by way of a secondary fluid drive couple developing between primary runner 40 and secondary runner 42 reaches a value, as primary runner 40 attains increasing speed, suflicient to individually rotate sun gear or rotatable element 96, thereby to initiate drive through 3.333 to 1 reduction gear in the intermediate gear train and in turn to initiate ring gear I06 of the rear gear train in :forward speed rotation thus, in conjunction with continued drive through sun gear 94, to initiate aT'torque recombining gear function in the rear gear train, and thus to initiate increasing speed ratio delivery to the carrier I34 and load shaft 20, a transitional change from first speed to second speed with infinitely increasing driving speed ratio and lowering rate multiplying prime mover torque will have initiated. Thereafter as the load shaft attains higher speed and particularly the secondary runner 42 attains higher speed the slip rate between primary runner 40 and secondary runner 42 will decrease with corresponding resultant inflnite graduation toward the drive reaching full second speed gear ratio, such as would prevail when the sun gears 94 and 93 attain the same speed which would result from 100 per cent eiflciency of the fluid drive couples, respectively, between impeller 30 and primary runner 40 and between primary runner 40 and secondary runner 42. It will be recognized that either a reduction in load torque resistance in the load shaft 20 relative to a constant torque value in the input shaft I 3, or a constant load torque resistance value in the load shaft compared with an increased power torque value in the input shaft I6, will result in increased speed driving ratio and lowering rate multiplying the torque in the gearing in the transitional change range from first speed to second speed by virtue of reduced slip rate principally between primary runner 40 and secondary runner 42. When sun gear reaches the same speed as sun gear 94, the full 3.333 to 1 reduction ratio in the intermediate gear train and rotating ring gear I06 will, in conjunction with the drive through sun gear 94, result in an approximate 1.96 to 1 reduction full second speed ratio, between the sun gears 94 and 03 as a unit and the carrier I34 and integral shaft 20. Further, it will be seen that as the secondary fluid drive couple develops between runnner 40 and runner 42 and initiates sun gear 90 in rotation, pinions I04 will in turn be initiated in rotation and tracking forwardly orbitally within ring gear II6, thus to force the carrier I30 and ring gear I06 to follow rotatively therewith. Accordingly reaction is automatically shifted from one-way clutch IIO, which now functions as an overrunning or free-wheel unit for ring gear I06, to brake band I28. The second speed gear ratio thus is of two-way drive capacity, 1. e., connecting the load shaft, which may represent'the driving wheels of a vehicle, to rotate the prime mover, as for an engine compression brake performance. It will be seen still further that in connection with the second speed drive including the intermediate gear train rotating ring gear I06 at 3.333 to 1 reduction, or lower, relative to the speed of sun gear 94, provides the feature that in establishing the second speed the secondary fluid drive couple developing between runner 40 and runner 42 is required to deliver only approximately 40 per cent of the prime mover torque, or less, while the remaining 60 per cent, or greater portion of the full prime mover torque delivered through the primary fluid drive couple effectual between impeller 30 and runner 40, will be transmitted directly to sun gear 94.

Third speed.When third speed is desired, brake I28 is released, the clutch plates I14 are maintained disengaged and brake I30 is applied. This inaugurates the forward gear train in torque multiplying gear function delivering a portion of the input shaft torque in circumvention of the fluid coupling system, as at 3.333 to 1 reduction initiating ring gear or rotatable element H6 in forward speed rotation, since application of brake I30 holding ring gear or rotatable element II2 stationary will initiate pinions I02 tracking forwardly rotatively in ring gear 2 with resultant rotation of the carrier I42 and ring gear II6 therewith. The result of the forper cent eiliciencies in the fluid coupling system will approximate 1.50 to 1, respectively, input shaft I8 relative to load shaft 20. A feature in third speed is the delivery of approximately 22 per cent of the prime mover torque directly to sun gear 80, while the primary fluid drive couple between impeller 30 and runner 40 will deliver the remaining ll per cent, and while the subapportionment of the torque which will be delivered through the secondary fluid drive couple'between runner 40 and runner 42 will approximate 30 per cent with respect to the full prime mover torque. It will be seen that third speed is also atwo-way drive coordination.

Fourth speed (direct drive).'-When fourth speed is desired brake I30 is released, brake I2! is maintained released and theclutch plates I'll are engaged to connect two of the rotatable elements. The primary, or direct result, is the establishment of the elements of the forward gear train in connection for unitary rotation with the input shaft I8, 1. e., a local direct drive couple, carrying ring gear or rotatable element II. of the intermediate gear train therewith. In conjunction with this condition, efficiencies approximating 100 per cent in the fluid coupling system will effect the inclusion of the remaining elements of the intermediate gear train andthe elements of the rear gear train, and thereby including the load shaft 20 all in connection for substantially unitary rotation with the input shaft II. A feature in fourth speed (direct drive ratio) is the delivery of approximately 50 per cent of the prime mover torque directly through the unitary coupled condition of the forward gear train, while the remaining 50 per cent of the prime mover torque will be delivered through the fluid drive coupling system as a whole. Of this 50 per cent of the torque for delivery through the fluid coupling system less than one half or approximately 20 per cent of the engine torque may be delivered through the fluid coupling effect between runner l and runner l2.

Reverse drive To obtain reverse drive brakes I26, I23 and nIll are released, the clutch plates I'll are released and the pawl 2|! (Fig. 8) is brought into engagement with the peripheral teeth on ring gear member 2I2. The drive will be from the primary runner 40 to shaft 22 to sun gear N. The reaction ring gear I06 is free to rotate reversely. In conjunction with forward rotation of sun gear 04 reaction from carrier I34 through pinions I00 will drive them reversely and in turn drive ring gear I06 reversely and with the latter the integral sun gear 204, at approximately 2.333 to 1 reduction from sun gear 34 to. ring gear I00 and integral sun gear 204. Due to torque coming from pinions 208 in reverse drive being greater than torque on shaft 20 in forward direction, shaft 20 will be driven reversely at reduced speed.

To look the drive to prevent vehicle movement when selected In reverse drive A motor vehicle equipped with this drive system, if desired, 1 may be parked locked against movement in either direction by bringing the pawl III (Fig. 8) into mesh with the peripheral teeth on ring gear 2. It follows in an adaptation (Fig. 4) for the brakes I2l,and I20 to'be normally spring means energized, respectively,

holding the ring gear I00 and ring gear III, any

tendency on the part of the load shaft 20 and integral carrier 2I0, representing the vehicle driving wheels, to rotate forwardly will tend to progressively rotate the pinions 208 forwardly around in the track of the ring gear 2I2. to drive the sun gear 204 forwardly at increased speed ratio and the integral ring gear I00 and carrier I30 therewith, thereupon to carry pinions I04 rotatively forwardly so that tracking in their held reaction ring gear IIQ they will tend to rotate sun gear 00 forwardly at further or compounding increased speed ratio and as a result driving shaft 06 and integral cam lobe 80 forwardly therewith, thereby wedging clutch roller members 00 in the concentric annulus I0 and thus to rotate impeller 30 and integral flywheel cover 30 and flywheel flange 22 and input shaft II with the shaft 00. In example, the input shaft Il may comprise the output end of the vehicle engine crank shaft, thus completing the drive to flnd the vehicle locked in a highly efllcient brake effective gear ratio with respect to movement forwardly against the engine compression. This feature of the one-way clutch provision (Fig. 6) throughwhich to drive the prime mover under the influence of the load through a portion of a compounded plurality of epicyclic gear trains, and especially in connection with establishment of the drive mechanism in reverse drive, is important in drive circumventing a fluid coupling system through a highly efficient engine compression brake effective gear ratio. In the same setting, the pawl 2I6 engaged with the ring gear 2I2, any tendency of shaft 20 and integral carrier 2I0, representing the vehicle driving wheels, to rotate reversely will carry the pinions 200 therewith to track in the held ring gear 2I2, and

tion under the influence of any tendency on the part of their carrier 2! and integral load shift 2, representing the vehicle driving wheels, to rotate backwards. This adaptation for a oneway clutch provision, adapted in an establishment of the drive mechanism for forward speeds sequence to contribute'to reaction abutment connections for forward drive gear ratio, to cooperate in another instance, 1. e., established in reverse gear, with brake, or sprag mechanism, adapted for establishing the drive in reverse to lock the load shaft, representing the vehicle propeller shaft and vehicle driving wheels, to the transmission case against rotating backwards, is an important adjunct related to utility of the drive transmitting arrangements for parking the vehicle in gear.

As previously stated any suitable means can be provided for controlling the fluid pressure for applying, or releasing, the brakes, as the adaptation may be; and engaging the plate clutch. It will be seen that the actuation control is progressive in securing a sequence of four forward speed ratios, which is important with respect to obtaining smoother transition in effecting the change from one gear ratio to another and for simplfying actuation and control means, as compared with drive mechanisms which impose adjustment of a given gearing group from that for gear drive function to connections for unitary rotation contributory to effecting a change froma given driving speed ratio to a given relatively higher speed driving ratio of the sequence, and in which subsequently, for the same gearing group, readjustment is imposed from that for unitary rot'ation'back to that for gear drive function contributory to obtaining a change from the given relatively higher driving speed ratio to a still higher driving speed ratio. Features of the arrangement which contribute appreciably to the unusually simple ratio actuation and control means requirements in this drive system are, the plurality of relatively rotatable primary driving gear elements complementally of the plurality of epicyclic gear trains compounded for gear drive, or for direct drive, recombining of divided input torque before delivery to the load shaft; coupled with the provisions for and the adaptation of a fluid drive couple, adapted to develop in sequence of the drive initiating in low gear ratio, to effect ratio change from the low gear ratio to second gear ratio and in so doing the respective fluid coupling effect being required to deliver only a portion of the prime mover torque; and further coupled with brake and plate clutch means, adapted for fluid pressure actuation, for effecting the ratio changes in the higher speeds.

Referring now to Fig. 10 illustrative of a second application bf the invention, drive member lil is the primary input shaft and can represent a vehicle engine crank shaft. Output shaft 310 is the driven member or tail shaft and can be connected with a device to be driven, such as wheels of a motor vehicle (not shown). An intermediate shaft 322 integral with a sun gear I is arranged between and in alignment with the input shaft and the output shaft, the forward end of shaft 322 projecting into a recess in the input shaft and being carried therein by bearing 3 and the rear end of shaft 322 projecting into a recess in the output shaft and being carried therein by bearing "I.

As in Fig. 1, reverse drive and plural forward speed drives are obtained through a fluid coupling system and compounded epicyclic gear trains which are supported and housed in casing in formed in two parts 382 and 384, with an intermediate wall I" secured therebetween and supporting a bearing 3", and including end enclosure walls 3" and 390. The forward wall as supporting bearing 3" and the rear wall supportin bearing I".

A tubular second driven intermediate shaft 3 integral with sun gear I immediately encompasses an intermediate portion of shaft 322. A driving intermediate input shaft 356 keyed to carrier 2 at a hub portion 3 thereof immediately encompasses an intermediate portion of shaft 3. Flange 402 of hub 404 is fixed by splined connection 406 to ring gear 3i! and immediately encompasses an intermediate portion of shaft SIB. Integral ring gear III and hub 404, being rotatable with cover I", of rotatable casing ll. for housing the fluid coupling fly-wheel system. by splined connection lit and by virtue 18 of cover "I being fixed by bolts III to flange 332 of easing 4 and flange 332 being flxedby bolts ill to shaft Ill, finds ring gear ll! rotatable with the driving primary input shaft iii.

In this arrangement a pair of compounded epicyclic gear trains are in driven relation with the fluid coupling system and constitute the driven or second multi-speed gearing group through which the output shaft 320 is driven, while a third epicyclic gear train Iii i, compounded with the multi-speed gearing group pair of gear trains, is arranged directly driven from the input shaft 3i. and constitutes the first multi-speed gearing group and through which the fluid flywheel drive coupling system is adapted to be driven from the input shaft lit. Forward speed drive is obtained through the combine of these, the first multi-speed gearing group, the fluid coupling system and the second multi-speed gearing group.

This arrangement differs as compared with the drive system illustrated in Fig. 1, principally in that the input torque from the prime mover via the input shaft lit is split, or divided, in certain of the higher speeds, between delivery of a portion through "the fluid coupling system and delivery of the remaining portion directly in circumvention of the fluid coupling system after the torque is delivered through the flrst multispeed gearing group at either of the multiple speed ratios of the latter. Another diflerentiation appearing in this arrangement as compared with the disclosures in Fig. l is the provision of two brake bands with the one-way clutch Iili for serving reaction to the low speed first gear train of the second multi-speed gearing group arranged in series with the brake band serving the second gear train of the same muiti-speed gearing r up.

A further difference in this arrangement, as compared with that illustrated in Fig. is the provision of a separate plate clutch unit for connecting the elements of the third epicyclic gear train, constituting the first multi-speed gearing group till in this arrangement, for unitary rotation, i. e., localdirect drive couple effect, while the first plate clutch unit, comparable to that included in the design followed in Fig, l, is retained for establishing the elements of the compounded pair of gear trains forming the second multi-speed gearing group for unitary rotation, i. e., local direct drive couple in conjunction with the cooperation of the fluid coupling system.

Still another differentiation appearing in this arrangement is the connection of the sun gear, of the fourth epicyclic gear train through which reverse drive is obtained, rotatable with the ring gear of the forward gear train of the second multi-speed gearing group whereby an applied condition of the brake band for holding the respective ring gear will also hold the respective sun gear.

Planet .pinions "I meshing with ring gear Ii! are mounted to rotate on pins 3" supported on carrier 2. and sun gear 386 meshing with pinions "2 has an internally splined integral drum ill which together with an interconnecting end head portion til thereof serves as a housing for the plate clutch unit for this gearing group. Carrier 342 has a reduced diameter slotted portion 4|! disposed within the drum ill and clutch plates 4 alternately engage the drum splines and the carrier slots to establish a clutched relation therebetween when clutch packed together. Cylinders lit are formed in the header HI and contain pistons 420 adapted when fluid pressure is introduced between the respective cylinder head and piston to thrust presser clutch plate 422, which also engages the splines in drum 3, forward to pack the plates 4 against bottom pressure plate 424 which latter is flxed by splined connection 426 to drum 3 l4.

A spring 428 is disposed encompassing the sleeve portion 430 of sun gear 396 and engages presser plate 422 with an actuating influence effective to urge the latter rearward retractively to release plates 4 when fluid pressure is allowed to escape from between the pistons and the respective cylinder heads. Fluid under pressure can pass through conduit 432 formed in a portion 434 of casing 328 to passages 436 and 438 and into the drum cylinders for actuating pistons 420 to press presser plate 422 in clutch engaging direction. The drum 3l4 rotation is controlled by brake band 330.

Of the second multi-speed gearing group planet pinions 300 of the rear gear train mesh with sun gear 394 and planet pinions 304 of the front gear train mesh with sun gear 398. Ring gear 3|6 is fixed to drum 440 by bolts 442 and meshes with planet pinions 304. The drum 440 rotation is controlled by brake band 444. The planet pinions 304 are mounted to rotate on pins 446 supported on a carrier 448, while planet pinions 300 mounted to rotate on pins 450 supported by a carrier 452 mesh with both sun gear 394 and ring gear 306. These two gear trains constituting the second multi-speed gearing group are compounded by fixing the carrier 448 to ring gear 306 through means of a splined connection 346.

In this arrangement, differentiating from that shown in Fig. l, the one-way clutch 3l0, through which reaction for the ring gear 306 of the rear gear train of this pair is obtained, cooperates directly with drum 440 for ring gear 3I6, by which arrangement of the one-way clutch reaction for ring gear 306, i. e., for the rear gear train, is completable by brake band 444 which primarily is the brake for holding ring gear 3; stationary, i. e., for providing reaction for the front gear train of this pair. To this end the concentric inner race 308 of the one-way clutch is fixed to the forward end of carrier 448 by means of dowel pin 454 and in turn by the splined connection 346 is fixed to ring gear 306, while the internally cammed annulus 456 of the one-way clutch isflxed to drum 440 by means of splined connection 458. By this arrangement release of brake band 444 renders each gear train of this compounded pair free. The brake band 444 when clamped on the drum 440 will hold the annulus 456 aswell as the ring gear 3l6, thus providing an abutment on which the roller clutch members 324 wedge to hold the ring gear 306. stationary with respect to any tendency of the latter to rotate retrograde with respect to forward speed input power rotation on the part of sun gear 394. The, arrangement further enables reaction'by way of brake band 444 to shift from ring gear 306 to ring gear 3l6 when the torque in sun gear 396 reaches a value suflicient to rotate ring gear 306 through the reduction ratio of gears 398 and 304 against 3I6 and permitted by overrun action in the oneway clutch.

The drum 440 is internally splined and serves as a housing for a clutch adapted forestablishing this second multi-speed gearing group in direct drive coupling eflect and such housing consists of an end wall portion 360 of drum 440 and in which end wall a plurality of cylinders 364 are formed each provided with a piston 410. Fluid under pressure can pass through conduit 468 formed in the portion 434 of casing 328 to passages 462 and 464 and into the clearance between the head of the respective cylinder and the piston therein for actuating. the latter to in turn press presser clutch plate 316 in clutch engaging direction. Externally splined hub 310 is fixed to shaft 356 by means of splined connection 31 I, and clutch plates 314 alternately engage the splines of drum 440 and the splines of hub 310, while bottom pressure clutch plate 380 is fixed to drum 448 by means of splined connection 382. Presser plate 316 also engages the splines of drum 448. Springs 38I are seated on the forward side of the end wall 360 with respect to presser plate 318 and respectively are compressed between a washer 383, secured on bolt 385 by a pin 381, and the end wall 360, and the bolt 385 in turn is threaded into an aperture provided therefor in presser plate 316, all whereby the combined efiort of the series of springs 38! is adapted to actuate presser plate 316 in a clutch disengaging direction when there is an escape provided for fluid pressure behind istons 410.

The brake bands can be operated by similar mechanisms responsive, in one of applying and releasing directions, by fluid pressure controlled by suitable means as desired. The fluid pressure can be provided by a pump consisting of gears 412 and 414 contained in a housing member 818 fitted to casing 328 and which housing member also supports oil seal 312, the sealing element of which frictionally engages the periphery ofhub 344 which is fixed to cover 336 by means of a welded fillet 416. The same gear pump can also be utilized for maintaining pressure in the fluid coupling. Gear 412 is keyed to hub 404 that is driven directly from the drive shaft 3". Suitable fluid passages in the casing lead from the gear pump to the conduits 432 and 460 and also to cylinders 522 and 524 (Figs. 5 and 4, respectively) and in each such cylinders are arranged pistons 528 connected to and operable to actuate the two brake bands which are anchored in the casing as indicated at 530.

In cylinder 522 for brake band 330 (Fig. 5), the spring may be arranged as a retractor whereby to efiect normal release of this brake band. Thls will render the first multi-speed gearing group N i normally free, thus precluding appreciable speedf delivery to the fluid coupling, until the. gear pump, with the prime, mover, is accelerated above idling range, whereby to then efiect sufllcientv fluid pressure for the piston in cylinder522: toqw- Q energize efiective clamping by band 3300f: drum.

3. Differentially, in cylinder 524 for brake band 444 (Fig. 4) the spring may be provided of appreciably greater pressure value and may be arranged to energize application of brake band 444 whereby normally the second multi-speed gearing group will be established in reaction ready to gear drive when sufllcient torque delivery initiates in the fluid coupling. Accordingly,

for the second multi-speed gearing group, fluid pressure will be utilized in cylinder 524 to overrule the spring and secure release of brake band 444, thus either to establish the drive mechanism in neutral, or in favor of the clutch plates, 314v I being brought into engagement for direct drive coupling the second multi-speed gearing group.

The fluid drivecoupling means can complementally correspond with that illustrated in Fig. 1 and consists of impeller 418 fixed to-hub 480 by rivets 482 and in turn being rotatable with Thin pling 19 means of splined connection lll. arrangement the fluid drive coucomponent is driven from the first multispeed gearing group through shaft lll, instead of directly by shaft lll, as in Fig. 1. The fiuid coupling may further consist of the relatively rotatable primary and secondary runners lll and lll. Runner lll being fixed to hub lll by cap screws lll and in turn hub lll being connected rotatably with shaft lll by means of splined connection lll, while runner lll is fixed to hub lll by rivets lll and in turn hub lll being roy inthis tatable with shaft lll by splined connection Ill.

- Reverse drive is obtained, similar to Fig. 1, through a fourth planetary, or epicyclic, gear train compounded with the forward drive gear trains and directly associated with the forward gear train of the second multi-speed gearing group. A sun gear Ill has planet pinions I42 meshing therewith and these pinions are mounted on pins Ill supported on carrier III, the latter being fixed to output shaft lll by splined connection Ill. The pinions Ill mesh with ring gear Ill which is peripherally toothed as indicated by numeral Ill to be engaged by pawl Ill (Fig. 8) for holding ring gear Ill stationary. Sun gear lll is integral with flange Ii! which is fixed to ring gear lll by slot and law connection indicated by numeral Ill.

Neutral When brakes Ill and lll are released and clutch plates lll and lll disengaged, and pawl Ill (Fig. 8) is disengaged from ring gear Ill. the drive mechanism will be in neutral and no drive will be transmitted to the output shaft 320. In all forward speeds the reverse pawl Ill is disengaged from ring gear I06.

Four forward speeds sequence ability in Fig.

To place the drive mechanism in starting forward speed relation, brakes lll and lll are applied and clutch plates lil as well as clutch plates 3' are released. In this relation of the drive mechanism there will still be no appreciable drive effect transmitted until the input shaft lll is accelerated, above idling speed range. sumciently to develop hydrodynamic couple between impeller lll and primary runner lll, this ,luncture in the drive mechanism operating as the speed responsive initial drive automatic clutch.

First speed-The drive will pass through the driving member body consisting of parts lll-lll, lll and lll to integral hub lll and ring gear lll, thence through, by way of example, 1.40 to 1 reduction ratio from ring gear lll via planets lll, to carrier lll and integral shaft I and impeller lll, by virtue of brake lll holding sun gear lll. From impeller lll the drive is thence by fluid couple to primary runner lll and integral shaft 322 and sun gear lll, thence, by way of example, 2.75 to 1 reduction ratio from sun gear lll through planets lll to carrier lI2 and integral output shaft I20, by virtue of the chain one-way clutch lll and brake lll holding ring gear lll. The compounded reduction ratio of the first and second multi-speed gearing groups thus is approximately 3.85 to 1 for initiating output shaft lll in rotation from input shaft lll.

Transitional change to second speed gear ratio will begin while brake bands lll and lll are retained applied and clutch plates lll and clutch plates 3", respectively, are maintained disengaged, all as in first speed, when torque delivery 20 by the secondary fiuid drive coupling effect from primary runner lll to secondary runner lll reaches a suiiicient ratio, compared with the load torque resistance in output shaft lll, by which sun gear lll will rotate planet pinions lll to initiate the latter in tracking relation rotatively in the stationary held ring gear lll, thus through carrier lll to initiate ring gear lll in reduced speed forward drive rotation Joining in the drive with sun gear lll. The result is the beginning of the transition upward from the first speed gear ratio, increasing the driving speed above the latter, and lowering the rate multiplying the torqueeilectual as the slip rate reduces between runners lll and lll and culminative in full second speed gear ratio when secondary runner lll attains unitary rotation with primary runner Assuming that the reduction ratio of the forward epicyclic train of the compounded pair of gear trains constituting the second multi-speed gearing group individually corresponds with that of the rear gear train of the same pair, 1. e., approximately 2.'l5 to 1, the full ratio reduction gear drive by this compounded pair will approximate 1.68 to 1. Thus the second gearing group compounding the 1.40 to 1 reduction output of the first gearing group will provide a full ratio second speed reduction gear drive of approximately 2.35 to 1 between shaft lll and lll when the fluid turbines are operating at efilciencies. It will be seen that the fluid drive coupling eifect between runners lll and lll will take and deliver only a portion of the full torque of shaft 356 delivered through the primary fluid drive coupling effect between impeller lll and runner lll.

Thus in establishing second speed the secondary fiuid drive couple between runners lll and lll divides the torque for an appreciable portion to be continued in delivery through the integral runner lll and shaft 322 and sun gear lll while the remaining portion of the full torque of shaft lll, primarily delivered through the fluid drive coupling effect between impeller "I and runner lll, will be taken by runner lll and delivered through integral shaft lll therewith to sun gear lll. This represents an important improvement in drive through fluid turbines. particularly in which a fluid coupling eifect is adapted to cause ratio change speed upwards in associate multiple speed gearing, and especially in fluid turbines in which such a ratio change is obtained between primary and secondary runners complementally with an impeller of one bydraulic circuit wherein the secondary runner driving the ratio change speed upwards eilect in the gearing will represent only a portion of the full lever arm value of the hydraulic circuit.

Third speed is attained supplantiveiy over second speed and is established by clutch plates lll being brought into an engaged condition substantially simultaneously with the release of brake lll, while brake 330 remains engaged and clutch plates l ll are maintained released. The engaged clutch plates lll with the cooperation of the plural fluid drive couples, respectively, etlective between impeller "I and runner lll, and between runners lll and lll establish the elements of the compounded pair of epicyclic gear trains constituting the second multi-speed gearing group in direct drive eilective couple and as such eilective to transmit the 1.40 to 1 ratio of the first gearing group to shaft lll when the fluid turbines are operating of 100% efficiencies. Thus the carried over 1.40 to 1 reduction ratio by the first gearing group constitutes the basis of the third speed. It will be seen that in this speed the engaged clutch plates 314 will primarily split the torque of shaft 356 for only a portion to be taken therefrom by the fluid couple between impeller 418 and runner 486. Further it wil be seen that the secondary buid couple between runners 486 and 488 will subdivide the portion of the torque of shaft 356 delivered through the fluid coupling from impeller 418 to runner 486 for only a subdivided portion to continue in delivery through the integral runner 486 and shaft 322 and sun gear 384. The other sub-divided portion is delivered through integral runner 488 and shaft 366 and sun gear 388.

In conjunction with these features of primary andsubdividing of the torque, it will be seen that the parallel driving effects through sun gears 384 and 388, coupled with the third parallel driving effect through ring gear 3|6, will induce the resultant direct drive coupling effect of the remaining elements of the compounded pair of epicyclic trains to recombine both the primary and the sub-divisions of the torque before delivery to shaft 328 at the third speed torque value of the 1.40 to 1 reduction in the first gearing group. Thus the improvements aforementioned in connection with a fluid coupling effect in the turbines being adapted to cause ratio speed change upwards in associate multiple speed gearing is still further amplified in connection with participation of this fluid coupling effect in third speed.

Fourth speed (direct drive) is attained supplementively over third speed by retaining brake 444 released and clutch plates 314 engaged and thereover releasing brake 338 and engaging clutch plates 4. The result is direct drive couple of the elements of the first gearing group by the engaged clutch plates 4 and which, supplementing the direct drive coupled condition of the elements of the compounded pair of gear trains forming the second gearing group and as effected jointly by the first and the second, fluid coupling eifectsin the turbines and the engaged clutch plates 314, renders the drive in direct drive between shafts 3I8 and 328. It will be seen that in direct drive, fourth speed, the same condition and results with respect to primarily dividing, and

- in turn sub-dividing, the torquetaken from shaft 356 will :prevail as iir third speed, except that advantageously with respect to still further reducing the torque value for delivery either through the primary fluid drive couple between' impeller 418 and runner 486, or through the secondary fluid drive couple between runners 486 and 488, and reduction in the torque value for delivery through clutch plates 314, multiplication of the prime mover torque in the first gearing group as input to shaft 356 will have ceased in favor of 1 to 1 ratio transmission of the prime mover torque therethrough.

In this arrangement the primary fluid drive coupling effect in the turbines has the feature of taking the full input torque in the two lower forward speeds at the multiplied value effected in the first gearing group and approximately only 60% in the'two higher speeds of the drive. In

.-the highest speed, however, as compared to the next-under-the-highest speed the 60% will represent a lower torque value since in the highest speed multiplication of the torque in the first gearing will have ceased. In second speed the secondary fiuid drive couple effect in the turbines, which upon its inception as an appreciable drive value is adapted to establish this speed, has the feature of taking approximately only 40% of the output torque of the first gearin group, i. e., the torque of shaft 356, and approximately only 23% in either the third speed or the fourth speed. In fourth speed the 23% will represent an appreciably lower value than in third speed since in the latter multiplication of the torque in the first gearing group is included as compared to 1 to 1 ratio drive therethrough in fourth speed. In fourth speed the engaged clutch plates 314 adapted for establishing this speed have the feature of taking approximately only 40% of the prime mover torque.

Alternate five forward speeds sequence attainable in Figure 10 First and second speeds are attained from the same sequence of conditions as hereinbefore described in connection with the corresponding speeds in the Four Forward Speeds Sequence.

Third speed is attained supplantively to second speed by maintaining brake 444 applied, maintaining clutch plates 314 released, releasing brake 338 and engaging clutch plates 414. The drive is then from shaft 318 through unitary rotation of the first gearin group thereby including shaft 356 in 1 to 1 ratio with shaft 3I8, through impeller 418 to impeller 486, thence in divided torque parallel power flow, one portion of the torque in runner 488 drive transmitted by way of integral shaft and sun gear 322 and 384 to planet pinions 388, while the remaining portion of the torque is runner 488 drive transmitted by way of runner 488 and integral shaft 366 and sun gear 388 to planet pinions 384, thence at the 2.75 to 1 reduction ratio of this gear train to carrier 448, and integral ring gear 386, thence from ring gear 386 to planets 388 and for recombining in the latter with the torque also delivered thereto through sun gear 384, and thence to integral carrier 452 and shaft 328. The combine of these two epicyclic trains, complemented by the sun gears 384 and 398, in gear function yield approximately 1.68 to 1 reduction ratio third speed transmitting the direct drive couple effect of the drive through the first gearing group when the fluid turbines are operating at 180% efficiencies.

Fourth speed is accomplished supplantively to third speed by releasing brake 444 and clutch plates 4 and applying brake 338 and engaging clutch plates 314. Drive will be from shaft 3l8 through the reestablished 1.40 to 1 reduction ratio of the first gearing group to shaft 356, thence the torque is primarily divided in shaft 356, one portion going by way of engaged clutch plates 314 to ring gear M6 to planet pinions 384, while the remaining primary division goes by way of impeller 418 to runner 486. The last-named primary division is subdivided, one subdivision going by way of runner 488 and integral shaft 366 andsun gear 388 to planet pinions 384, while the remaining sub-division goes directly from runner 486 to integral shaft 322 and sun gear 384 to planets 388. The torques of sun gear 388 and ring gear 3l6 recombine in planets 384 and pass therefrom by way of integral carrier 448 and ring gear 386 to planets 388, the latter thus finally recombining the torques of sun gear 384 I and ring gear 386 to drive integral carrier 45! and shaft 328 at the 1.40 to 1 reduction ratio of the drive through the first gearing group when the turbines are operating at 100% eiflciencies.

Fifth speed (direct drive) is accomplished supplantively over fourth speed by releasing brake 880 and engagin clutch plates lll, over retained release condition of brake 4 and retained engaged condition of clutch plates '14, thus establishing direct drive couple from shaft ill through to shaft 82. using the full mutiplex fluid drive coupling eflects of the turbines and the two clutching units of clutch plates ill and I'll.

In this Five Forward Speed Sequence adaptation the primary fluid coupling effect between impeller "I and runner I will have the feature of taking the full input torque in the three lower speeds and approximately 60% in the two higher speeds, while the second fluid coupling effect between runners 8 and I will have the feature of taking only a sub-division of the full input torque value in the four higher speeds.

In neutral In this arrangement, whether adapted for the Four or the Five Forward Speeds Sequence, the drive mechanism will be released between shafts Ill and 320 when the brakes I10 and I and the two clutching units of clutch plates lid and I'll are all released, or when neither the clutch plates nor the brake band cooperable with one of the flrst and the second multi-speed gearing groups is engaged or applied while either the clutch plates or the brake cooperable with the other of the flrst and the second multi-speed gearing group is engaged or applied.

Reverse drive In this arrangement, whether adapted to yield the Four or the Five Forward Speed Sequence, the drive is established in reverse gear by a released condition of the brake I and the clutch plates 1", engagement of pawl ill (Fig. 8) with the toothed periphery Bill of ring gear 506, and either an applied condition of brake 330 or alternately an engaged condition of clutch plates lll. Whatever the ratio selection of the flrst gearing group the drive for reverse will be from shaft ill through integral parts therewith 232,

I, I, 404, "2 to ring gear "2, therefrom through planets 302 to carrier 2 and'integral shaft "6 and impeller 41!, from the latter through fluid couple to runner I", thence through second fluid couple to runner l and therefrom through integral shaft 1 to sun 398, from the latter the speed will reverse in planets 1 driving ring gear 3| in reverse and with it integral sun gear 540, thence planets "2 tracking rotatively in held ring gear 508 will drive carrier 502 and integral shaft 320 still in reverse but at further reduction and increased torque received from the reaction of ring gear 508. The combined forward speed torques of sun gears 39! and I", in conjunction with the torque in shaft "I and integral carrier "2 being greater than the torque in ring gear SIS will obtain reversed rotation of the latter with respect to sun gears I and 39., and in driving continuity compounding of that reversed rotation between sun gear I and the carrier 502 and integral shaft 32..

Referring to Figs. 11, 12, 13, 14 and 15 illustrative of a third embodiment of the invention adapted to yield a sequence of three forward speeds and alternately reverse drive, drive shaft "I is the input member and can be connected with a suitable source of power, such as an engine (not shown) or can represent the engine crankshaft. Output shaft 2 is the all speeds driven member and can be connected with the device to be driven, such as wheels of a motor vehicle (not shown) a and can be considered the load shaft. Two concentric intermediate shafts l" and "l are arran ed between and in alignment with the input shaft and the output shaft, the forward end of the inner shaft ll. projectin into a recess in the input shaft and being carried therein by bearing 8 and the rear end of shaft 0 projecting into a recess in the output shaft and being carried by a bearing I. mounted therein.

Reverse drive and the plural forward speed drives are obtained through a fluid coupling system of turbine wheels, which may correspond to those in the fluid coupling system in either of the preceding embodiments of the invention, but which in this example are differentially arranged so that the primary runner can conveniently drive the outer intermediate shaft 608 and the secondary runner can conveniently drive the inner intermediate shaft I04. Accordingly, casing "2 comprises a flywheel disk til flxed to shaft 600 by bolts iii, a cover or shell ill flxed to disk 6 by bolts .20 and a tubular shaft extension 622 of the driving member input shaft body flxed to the cover ill by bolts '24, the impeller 826 of the fluid turbines coupling system being suitably flxed (not shown) to flywheel disk 81: and thereby being rotatable with input shaft 60 The sealing element of an oil seal unit I28 supported in a recessed provision therefor in tubular shaft 622 frictionally engages the periphery of hub 610 which is flxed by bolts 632 to primary runner 634, the latter being so disposed as to receive the circulated fluid discharged from impeller 626. Secondary runner 638 is so disposed as to receive the circulated fluid discharged from primary runner 614 and to discharge the fluid therefrom to impeller 828. Runner 836 is fixed to hub 638 by bolts 0 and in turn hub "l is rotatable with shaft 604 by means of splined connection 6. The sealing element of an oil seal unit 645 frictionally engages shaft 004 and prevents oil leakage from within casing "2 between shaft 604 and hub 61!.

Housing 6 for encasing the multiple speed gearing is flxed to bell housing I by bolts "I, the transverse wall portion 852 of the bell housing forms the forward end wall for housing 8 and supports therewith an annulus 854 which in turn supports unit 658 which frictionally engages the periphery of shaft 622 therewith to seal the compartment within housing 848 against 011 leakage into hell housing 648. Shaft 602 is journaled in bearing 65! which in turn is supported by rear wall portion 860 of housing 848.

A pair of compounded epicyclic gear trains constitute the three forward speed gear set, while a third epicyclic gear train disposed relatively to the rear is adapted for use in establishing the drive in reverse. The forward epicyclic train of the forward speed gear set includes sun gear 2 rotatable with shaft 606 by means of splined con nection 6, thus the forward epicyclic train is connected to be primarily driven for torque multiplying gear function therein individually by the fluid coupling effectual between impeller 62. and primary runner 634. The forward epicyclic train further comprises planet pinions 886 in mesh with sun gear 2 and mounted to rotate on pins I supported on carrier "I0, and ring gear I12 in mesh with planets i. The rear epicyclic train of the pair forming the forward speed gear set includes sun gear 614 fixed to shaft 604 by key 616, thus the rear epicyclic gear train of the compounded pair for forward speeds is connected to be primarily driven for torque multiplying gear function therein individually by the second fluid drive coupling effect which is adapted to take place between runners 634 and 636.

This rear epicyclic train .further comprises planetpinions 616 in mesh with sun gear 614 and mounted to rotate on pins 660 supported on carrier 662 which can be an integral flange portion of output shaft 602, and ring gear 664 in mesh with planet pinions 618 and fixed to carrier 610 by means of splined connection 666; thus ring gear 684 constitutes a second driving gear element of the rear epicyclic train of the forward speeds group adapted to be driven from input shaft 600 finally through either speed ratio of the forward epicyclic gear'train while sun gear '614 is adapted to be only directly driven from input shaft 600 by way of the secondary coupling effect of the hydraulic circuit in the multiple drive fiuid flywheel. Planet pinions 618 are seen to be adapted to recombine the divided input torque before delivery to carrier 662 and integral output shaft 602. Carrier 662 can be constructed in two parts fixed to each other by bolt versions of pins 680 upon which planets 616 are mounted torotate, thus carrier 682 can form an integral extension of output shaft 602 projecting through the assembly of the rear epicyclic gear train and terminating as a hub portion 683 within the plane of carrier 610.

v So that the forward epicyclic gear train, in this arrangement driven by the primary runner 634 and also remotely disposed with respect to output shaft 602, may apply its high torque rate multiplying the torque'ratio output directly to out-put shaft 602 from carrier 610 as the primary gear ratio for initiating shaft 602 in rotation, one-way clutch 6l0 (Fig. 12) is arranged with its driving annulus 688 fixed to carrier 610 by means of dowel pin 600, with its driven externally cam lobed member 692 fixed to hub 683 of integral carrier 682 and output shaft 602 by means of splined connection 694, and with its roller clutch members 696 adapted to be rolled by annulus 666 into wedging relation with respect to the cam lobes on driven hub 662. Thus the reduction ratio of the forward epicyclic train is adapted to drive output shaft 602 as the primary gear ratio thereto independently of the gears 614, 618 and 664.

Ring gear 612 is fixed to drum 698 by bolts 100, and annulus 102 of a one-way reactance clutch unit 104 (Fig. 13) is secured to drum 698 by bolts 106, and the externally cam lobed free hub member 106 is related to annulus 10.2 through roller clutch members 1 I and is also internally toothed as. indicated by numeral 1l2 for engagement by corresponding teeth 114 formed on the inner end of a solely reciprocal pawl1l6, such engagement to take place when the latter-is shifted into outward extreme position. In this'manner the forward epicyclic gear train is establishable in reaction to prevent ring gear 612 rotating retrograde relative to forward speed input power rotation on the part of sun gear 662, and thereby the drive is established for forward speeds sequence between shaft 600 and shaft 602. A feature of this arrangement is the enablement of ring gear .612, of an epicyclic gear train theprimary driving sun gear member of which is connected to be power driven by a fluid coupling, to be individually connected to be power rotated in forward speed 26 without individual actuation release of brake means for holding the respective ring gear.

The third epicyclic gear train through the medium of which the drive is adapted to be established in reverse drive gear comprises ring gear 1l-6, the periphery of which is externally toothed as indicated by numeral 120 with which corresponding teeth 122 on pawl 1 are adapted to be engaged when the pawl is shifted into its inwardly extreme position. This gear train further comprises sun gear 124 which can be integral with ring gear 664, and planet pinions 126 in mesh with both sun gear 124 and ring gear H8 and mounted to rotate on'pins 128 supported by carrier 129 which is fixed to output shaft 602 by .means of splined connection 132. Three detents 134 are formed in the side of pawl 116 and are adapted to be selectively engaged by a spring loaded latch member 136 respectively, to assist in restraining reciprocal movement of pawl "6 out of either its inner extreme position, outer extreme position or intermediate position. Pawl 1| 6 and an actuating crank 136 therewith are both operatively mounted in sub-housing member 140' detachably secured to housing 646 by bolts 142.

A plate clutch 144 is comprised of a bottom pressure clutch plate 146 clamped into fixed position with ring gear 612 by a clutch housing member 148 and both fixedly attached to ring gear 612 by bolts 150. Slots 152 are formed in member 148 and receive correspondingly radially protruding portions 154 of presser clutch plate 156 thus rendered rotatable with but axially movable relative to housing 148 and integral ring gear 612. The major diameter bore of housing 146 is splined as indicated by numeral 158 and externally splined hub 160is fixed to shaft 622 by means of splined connection 162. Clutch plates 164 alternately engage the internal splines of housing 148 and the external splines of hub 160, whereby an engaged condition of plates 164 will connect ring gear 612 for rotation with shaft 622 as compared to sun gear 662 being rotatable with intermediate shaft 606. It will be seen that an engaged condition of clutch plates 164 will, in conjunction with the effects of the primary fluid couple between impeller 626 and primary runner 634, establish the elements of the forward epicyclic gear train in direct drive coupling effect which, unless the speed of secondary runner 636 maintains slightly above that of carrier 610 and integral ring gear 664, will find the direct drive coupled forward epicyclic gear train driving out put shaft 602 directly, and independently of runner 636 and the gears 614, 618 and 684, through the medium of one-way clutch unit 6l0. This important feature resulting from the peculiar relationship between the runners and the respectively positioned epicyclic gear trains combined with the peculiar disposition of the one-way clutch unit, assures that a condition of the primary fluid coupling effect, between impeller 626 and primary runner 634, taking delivery of a minor portion of the torque of shaft 600, while plate clutch144 can take and deliver the remaining major portion, can direct drive shaft 602 from 76 616 with a tendency to rotate sun gear 614 and 

